Apparatus for maintaining predetermined atmospheric conditions in compartments



Dec. 8, 1953 R, s, FARR ErAL 2,661,676

APPARATUS FOR MAINTAINING PREDETERMINED ATMOSPHERIC CONDITIONS IN COMPARTMENTS Filed Jan. 21, 1948 2 Sheets-Sheet 1 TTOZNEV Dec. 8, 1953 R s FARR ETAL 2,661,676

APPARATUS FR MAINTAINING PREDETERMINED ATMOSPHERIC CONDITIONS IN COMPARTMENTS Filed Jan. 21, 1948 2 Sheets-Sheet 2 'f .5| BYW Patented Dec. 8, 1953 UNITED STATES TENT OFFICE APPARATUS FOR IVIAINTAININ G PREDETER- MIN ED ATMOSPHERIC CONDITIONS IN COMPARTMENTS tion of California Application January 21, 1948, Serial No. 3,648

3 Claims.

This invention is concerned with a method and apparatus for maintaining a predetermined atmospheric condition in a compartment, and is particularly applicable and useful as applied to vehicles such, for example, as railway coaches and the like. It is a general object of the present invention to provide a uniform maintenance of a clean, tempered atmosphere in a compartment, such for example as a railway coach or the like.

It is common in the case of railway coaches and the like to provide air passages to the exterior of such structures, some for admitting air and some for exhausting air. With constructions heretofore employed it has been difficult, if not impossible, to maintain uniform or satisfactory flow into or out of such compartments and, further, undesirable dust is admitted with the inflowing air. In the case of a railroad coach, cars or rolling stock preceding the coach involved generally cause air currents that pick up dust, with the result that lair available for intake is laden with dust and may be very disagreeable and even unhealthy for use. It is, of course, common to equip compartments such as railroad coaches with air conditioning equipment, as for instance heating or cooling equipment, and air circulating equipment. However, so far as we are aware, all such equipment serves primarily to temper the air thermally and under operating conditions a negative pressure is maintained in the coach, with the result that dirty or dust-laden air finds its way into the coach through innumerable cracks, crevices and passages, all of which are, in practice, impossible or impractical to seal.

It is a general object of our present invention to provide a method whereby a uniform satisfactory atmosphere is maintained in a compartment such as a railway coach or the like, which atmosphere is thermally tempered, is clean, and is under slight pressure above that at the exterior of the compartment. By maintaining a positive pressure in the compartment We effectively eliminate the contamination and disagreeable results that ordinarily result from air leaking or seeping through the many cracks, crevices and openings that exist in the usual structure being conditioned.

It is a further object of our invention to pro-` vide apparatus that is simple, dependable and practical and which is applicable to a compartment such as a railway coach or the like to handle air from the exterior of the compartment in a manner to maintain a clean, constant atmosphere in the compartment under a pressure 2 somewhat above that at the exterior of the compartment.

It is another object of the present invention to provide apparatus of the general character referred to including means handling air from the compartment to mix with fresh or incoming fair, to the end that the mixed air is ltered and delivered to the compartment. Through the circulation of air in the compartment cleaning it in the process of circulation and by adding a predetermined amount of fresh air, the entire body of air in the compartment is efficiently naintained in a usable or satisfactory condiion.

The various objects and features of our invention will be fully understood from the following detailed description of a typical preferred form and application of the invention, throughout which description reference is made to the accompanying drawings, in which:

Fig. 1 is a side elevation of a compartment equipped with the apparatus of the present invention, the compartment shown being a typical or common form of railroad passenger coach. Fig. 2 is an enlarged plan section taken substantiaily las indicated by line 2 2 on Fig. 1. Fig. 3 is an enlarged plan section taken substantially as indicated by line 3 3 on Fig. 1. Fig. 4 is an enlarged detailed transverse sectional View taken as indicated by line 4 4 on Fig. 1. Fig. 5 is an enlarged detailed transverse sectional view taken as indicated by line 5 5 on Fig. 1. Fig. 6 is an enlarged detailed sectional view taken as indicated by line 6 6 on Fig. 2. Fig. 7 is a transverse sectional view taken as indicated by line 7 7 on Fig. 6. Fig. 8 is an enlarged detailed transverse sectional view taken as indicated by line 8 8 on Fig. 6, and Fig. 9 is a detailed sectional View taken as indicated by line 9 9 on Fig. 8.

In accordance with the broader principles of our invention a compartment to be conditioned may be of any suitable size, shape or character. However, since the invention is most practical and can be used to great advantage in connection with mobile compartments such as railway coaches,and the like, we have for purpose of example, described in detail an application of the invention to a typical or conventional railway coach.

The particular coach illustrated in the drawings involves an elongate body A dening the compartment B to be conditioned. The coach body A is shown-mounted on suitable trucks C for operation over rails D.

Vaccivc The coach body A may, in accordance with standard or conventional practice involve various parts and features of construction, all of which do not in any way concern the present invention and, therefore, we have, in the drawings, more or less diagrammatically illustrated only certain general parts of the body. In the drawings the coach body is shown as including a floor or bottom vertical upstanding sides il, and a top l2 joined to the upper edge portions of the sides by suitably rounded shoulders 13. The sides of the body are equipped with suitable windows or apertures I4 fitted with glass or the like, and at each end of the coach the sides are equipped with doors l5 providing access to the coach.

In accordance with common or general coach construction a partition I6 is provided in the body near one end, establishing at that end ofthe coach what we will term a vestibule compart- L ment Il. Further, the coach is provided throughout its length with a false top or ceiling I8 providing a longitudinal chamber i9 in the top of the coach above the compartment B. In the particular case illustrated the ceiling is indicated asV being of uniform height and contour throughout the body, except at the vestibule where it is somewhat lower than at other parts, providing above the vestibule a chamber its suitable for accommodating working units of the apparatus that we have provided.

- In accordance with our invention we provide air inlet means E for receiving air from the exterior of thecoach and also from the interior thereof, an air circulator F, preferably a power' dri-venr blower, an air cleaner or filter G, air tempering means H, an air distributor J, air outlet means K, control means L for the air inlet means, control means M for the air outlet means and pressure indicating means N.

The air inlet means of the present invention involves primarily one or more inlet ducts for. outside or fresh air, and at least one inlet duct 2lV for recirculated air. In the particular case illustrated there are two inlet ducts l located in the compartment or chamber 49e above the ceiling in the vestibule il' and these ducts extend laterally of the coach opening at the exterior thereof and connecting into a singleor common receiver 23. The ducts 2B are shown opening at the shoulders i3'of the coach body and in accord-'ance with the preferred form of our invention guards in the nature of shell-like members 2d are applied to the exterior of the coach body at the shoulders overlying the outer or receiving ends of the ducts 20- and opening downwardly, as clearly illustrated inFig. 4 of the drawings. The guard shells 24 are preferably symmetrical or uniformly shaped and serve to shed material such as rain or snow, that might otherwise enter the'ducts 20, while at the same time allowing free inflow of air into the ducts. The guard shells 24 have straight or horizontally disposedlower edges 25 defining the inlet opening 25 through which air must flow to enter the ducts. With this formation of guard shells the coach can be operated in either direction with flow of air into the ducts 2li` and since the flow of air is upward through the inlet open.- ings 26 foreign matter does not readily enter the ductsbut will only do so if light and entrained in the air stream. In general foreign matter inthe body of air through which the coach ismoving is not drawn into the ductszll throughA 4 the guard shells 24, but rather only the cleaner air so enters the coach.

The receiver 23 located in chamber i921 is a chest or box-like structure joined to one side of the transversely extending duct structure formed by the two ducts 20, there being an inlet opening 3G in the wall of the duct structure where the receiver occurs, so that air owing inwardly from the two ducts is freely admitted into the receiver.

The single inlet duct 2| provided for handling recirculated air has an inlet opening 3l opening into or in communication with the interior of the coach at any suitable point. In the case illustrated the opening! is in direct communication with the vestibule portion Il of the coach chamber B. The duct 2l has one side adjacent the receiver 23 and an opening 32 is provided in this side of the duct 2i to admit air freely into the receiver. It will be apparent from the drawings that air from the ducts 2t and 2l upon entering the receiver mingles or mixes to be thereafter handled as a common stream. The air circulator F is preferably located in the receiver 23 and in practice it is preferably a power driven blower. In the drawings we have indicated a circulator involving a motor lvl driving two like blowers 35 with inlets receiving air from the receiver 23 and with outlets 36 delivering air to the tempering means H.

In accordance with the broader principles of our invention the air cleaner G may be located at any suitable point in the system where air is flowing or is such that it can be eectively handled by a filter, or the like. In the preferred arrangement, however, the means G- islocated in the receiver 23 ahead of the circulator F. In the drawings We have shown the receiver 23 equipped with a transverse partition Ii in which a suitable lter 4i is installed, the structure being such that all air passing through the receiver must circulate through the lter 4I before reaching the circulator F. It is to be understood that we may, in practice, use any suitable form or type of air filter, although it is preferred to use a filter in which there are filter packs, say for instance, metallic packs through which the air.

passes and which serve to trap dust, and the like, which packs are removable vfor cleaning when necessary.

The air tempering means H is preferably located immediately adjacent the circulator F, as shown in Fig. 6 of the drawings, so that air, as it is delivered by the circulator, is cooled or heated, as circumstances require. In the drawings we have more or less diagrammatically indicated a heating unit at 42 connected with a radiating element 43 in the means H and we have shown a cooling unit 46 with an absorbing unit 45v in the means H. It is to be understood that my present invention is in no way concerned with the type, form, or details of the heating and coolingapparatus employed, nor is it concerned with the ccntrols that are commonly provided in connection Withsuch apparatus, it being suicient for the purpose of theA present invention that the means H include or be related to apparatus whereby the air handled by our construction is either heated or cooled, as desired.l

The air distributor J may serve to merely discharge air into the space i9 betweenthe ceiling i8 and the top of the coach to be allowed -to pass therefrom into the chamber B of the coach, although it is preferred that the means J ,be lsuch as` to. include an elongate distributing duct 4.2i

coupled to the outlet or delivery end of means H which Vduct extends substantially the entire length of the coach and discharges air at suitable intervals lengthwise of the coach. In the case illustrated the duct 48 is shown mounted in the space I9 through suitable mounting brackets 49 and at suitable intervals it has downspouts 5|) engaged through the ce-iling I8 and the downspouts are equipped with baffles or distributors 5| which serve to effect uniform distribution of air in the compartment B.

'I'he air outlet means K may vary widely in form and construction and is provided primarily as a means of allo-wing for escape of air from the compartment B to the exterior thereof. In accordance with the preferred form of the invention the outlet means K includes a plurality of outlet units spaced longitudinally of the coach and located at each side thereof, preferably at the shoulder portion of the body in the chamber or space I 9 above the ceiling I 8. Each outlet unit is shown as including a longitudinally disposed duct at 60 with a plurality of inlet openings 5| spaced longitudinally of the ceiling and located in the edge portions of the ceiling, preferably in a cornice-like portion la of the ceiling. Each unit or duct 6B is provided with a single outlet |52 that extends through the wall of the coach preferably the shoulder portion I3 thereof, to allow air to flow out of the coach. In accordance with our invention we provide a guard or shell 63 over each outlet opening 62 or where each duct 60 discharges from the coach, which guard or shell may be similar in character, gene-rally, to the guard shells 24`hereinabove described.

The means L provided to control the inlet air serves primarily to control the amount of air admitted from the inlet ducts 2D and the amount of air admitted from the inlet duct 2 I. In the particular form of the invention illustrated a single damper is mounted where the ducts join the receiver and is cooperatively related to the inlet opening 30 from the ducts 20 and the inlet opening 32 from the duct 2|. In the arrangement illustrated the openings 3|) and 32 are located one above the other, the opening 3@ being located above the opening 32, the two openings being separated by a duct wall 1| which separates the ducts from the duct 2|.

The damper Vl@ is shown as a simple plate mounted in gudeways 73 to be shiftable vertically and it is of such vertical extent that it may be shifted to an up position where it fully closes the opening 30 or to a down position where it fully closes the opening 32. In an intermediate position such for example as is shown in Fig. 8 of the drawings, the damper partially closes each opening and by being shifted in either direction from a position such as is shown in Fig. 8 the proportioning of air admitted from the ducts 20 and 2| may be varied as desired. In the case illustrated the means L includes an operating mechanism for the damper 'm which mechanism involves a lever '|5 pvotally carried by a bracket I6 and an operating rod 'il depending from the lever to a point accessible in compartment B, preferably in the vestibule portion thereof, where a screw means 18 is provided, which screw means is operable to effect vertical movement of the rod. As the rod is shifted vertically through the means I8 the damper 10 is shifted to change its relationship to the inlet openings 30 and 32.

The means L may further include a damper construction in connection with the inlet duct 2 I, `for instance, as shown in the drawings, a plu- CII rality of'dampers 80 is supported by asuitable carrier 8| in the inlet opening 3| of duct 2 I. The dampers are operable in unison by an operating lever 82 accessible from the compartment B. The dampers 80 may be positioned to allow free or unobstructed ow through the inlet opening 3| or they may be positioned to shut off flow through opening 3|. `Normally the dampers 80 will be set in an intermediate position where they partially cut off or serve to restrict flow through the duct 2 I.

The control M provided for the outlet means K is preferably a damper means serving to regulate the outflow through the duct construction hereinabove described. Where the units of means K involve ducts 60 with a plurality of inlets l it is preferred to provide dampers in the ducts da between each inlet BI and the outlet 62. The dampers -90 are preferably interconnected as by a connecting rod 9| so that when one damper is adjusted theother is correspondingly adjusted. In the particular case illustrated it is preferred that the dampers 9!) be set in what may be considered a permanent position, since when they are once properly set it will rarely be necessary to adjust them. In the case illustrated an access openingvis shown provided in the cornice portion I8a of ceiling I8 at each unit of means K and suitable closures 92 normally close the access openings. When the closures 92 are removed the dampers 90 can be adjusted as desired.

The pressure indicating means N is provided primarily to indicate the pressure in ducts 6|) from which it is possible to determine the differential between the inside of the coach, or between the compartment B of the coach and the exterior of the coach. In the case illustrated we have shown a pressure gauge N coupled into one of the ducts 60 of a unit of means K at or opposite the outlet B2 thereof and in communi-- cation with the chamber B within the body of the coach, the gauge being such as to indicate the pressure differential between the outlet 62 and the chamber B.

From the foregoing description it will be apparent that we have by our invention provided a method of effectively maintaining air in the coach compartment B in a most desirable or satisfactory condition. In accordance with our method the apparatus as hereinabove described is set and operated so that air flows in through ducts 20 to the receiver 23 where it is cleaned by the means G and then forced by the means F through the tempering means H, the duct 48, and finally into the chamber B from which it has no escape except through the several units of means K, or possibly through the duct 2i to be recirculated, in which case it does not, in fact, escape. The dampers or control means M of means K restrict outfiow through the means K so that pressure develops or builds up within the compartment B and is maintained in excess of that at the exterior of the coach. By thus establishing and maintaining a positive pressure inside the coach air from the interior of the coach B will maintain an outward flow or seepage through all of the various minor or minute openings, passages, cracks, and crevices through which air under ordinary conditions finds its way into the coach. It will be apparent that by cleaning or filtering the air entering the coach through the ducts 2c the air entering to replenish that which nds its way out of the coach through the means K and the cracks and crevices is clean, with actieve the result thatthe air in the coach isat all. In,

times maintained clean and freefofi dust. practice we have found that avery slightpressure diierential is all that needs to be maintained between the inside andthe outside of the coach for our method to Work satisfactorily. When there is but a slight. pressure differential. say for instance about '.06 rinch Water. gauge, the doors' of the coach can hek openedand. closed. inthe; manner to normalV usageoi the coach Without materially disturbing the condition Within; thel coach.

it isalso to be observed that by providing the inlet duct 2lvve are able to recirculate any desired proportion of Vair the coach, andince the air dra-vm from the interior of the coach has been tempered, that either heated or cooled, Wecan, by proper setting of the controls- I..L gain highly ecient operation of the system.

Having described only a typical preferred form and applicationoi our invention, We doV not Wish to h'e-liifnited or restrictedtothe specific details hereni setA forth, but Wish` to reserve to ourselves any variations or modifieationsA thatmay appear to those skilled in the art and fall With,-

the: scope of the followingv claims.

Having described our invention, We' claim:

1. neonibinatiom a vehiclebody defining a compartment an air receiver, a irst air inlet dncthaving an inlet opening at the exterior of the-body anda, receiver opening for admitting fresh air from the exterior of the body to the airl receiver; a second-,airv inlet duct having an inlet opening communicating with the compartmerit and a receiverA opening. for-admitting airirom the compartment; to the air receiver, said receiver openings being. adjacent each other, a. movable damper located adjacent said receiver openings, said damper, in one position, complete-Y ly-blocking ow through one of said re-l ceiveropenings to said air receiver andpermit tingflow of air through the other of said receiver openings, and in another position cornpletely blocking flow of air through the other? of said receiver` openings to said airreceiver andy said second duct for governing air flowl throughsaid duct an air-lter in-thereceiver; a blower-4 receiving from, the receiver and delivering it; into the compartment under. pressure; and.V an airv outlet remote. from-the inlet ducts, control'.

means, and damper, and passing air frointhe compartment to the exterior thereof at a pointV remote from the blower.

2. In combinatiom a vehicle body dening a.v

compartment, an air receiven a rst air inlet duct 4having an inlet openingat the exterior of', the body anda receiver opening forr admitting,

freshair from the exterior ofthebody tothe air receiver; a secondair inlet duct having anr inletV openingeommunicating with the comparis,- nientl and a receiver. opening for admitting-air` from the compartment .to thev air'. receiverr saidv receiver'openingsl being adjacent each other, a. movabledamper located adjacent said receiver' openings, said; damper, in one position,` completely blocking ilovv of airf throughone of' said receiver openings to saidlair receiverl and per.- mitting flow of air throughfthe other of. said receiver openings,l and inanotheriposition completelyblocki-ng VfiovvofA airv through the j otherofi, said receiver openings to said air receiver` and: f permitting new of air. through said one of; said'` receiver openingsr and'saiddarnper beingposi tionable between said, completely blocking. poe

sitions to' proportion the amount of air admitted to said receiverthrough said receiver; open:n

ings; a control means inthe' inlet opening oi said second duct for governing airowthrough. said'dnct; an air 'l-.ter 'in the receiver agblovver receiving from thereceiver and delivering it into the compartmentunder pressure; means thermally temperingV air delivered tothe come partment, and an air outlet remoteV from the;

inlet ducts; controli means, and damper, and passing air from the compartment to the exterior thereof at a pointremote from,theblower,A and` control meansinthe outlet: between the-com partment andthe exterior thereof for governing the flow of air through'theoutlet.

3.. The combination asY claimed in claim 2 wherein said receiver vopenings are'ldisposed one above the otherand saidY damper consists of. a` nat, rectangular ymember movable a vertical plane between an upper; blockingposition and a lower blocking position.

RICHRDr S.V FRR.

WILLARD A. WOODWORTH.

References Cited'in the le of thiszpatent UNITED STATES-PATENTS Number Y Name Date 227377 Horton May 25, 18801 986,731 McGerry l Mar. i4, 19111 l,24;438' Cooke Apr. 23', 1912. 1,146,751 Davis July 13;. 1915-' HE7-'3,220 Credicott" 19, 1930 1,999,148 Anderson Apr. 23, 1935 1,999,720? Davis. Apr, 30, 193'5. 2,086,757 Blomberg May i8, 1937 2,155,632. Anderson Apr; 25, 1939',` 2,2ti5,744. Conrad June 25, 1940 2,234,037 Anderson Mar. 4, 194i 2,256,350' Nystrom Sept.Y 16, 1941 2,266,986 Murphy. Dec. 23, 1941V 21,283,215 Williamsy June 23, 1.942

FOREIGN PATENTS Number Country Date 425,501'. Great-Britain 1 Mar. 15, 1935 

